Periodic control of traffic signals



y 1 F. H. RlcHTERkEssi G 1,911,039

PERIODIC CONTROL OF TRAFFIC SIGNALS- Fil'ed Sept. 10, 1928 I; u: z \n 3 m n Y\" ,O T

INVENTOR. 1 I FRANK nmcmewxsssmg yrfilh. at.

ATTORNEY.

Patented May 23, 1933 UNITED STATES PATENT OFFICE FRANK H. RICHTERKESSING, OF LOUISVILLE, KENTUCKY, ASSIGNOR T NACHOD & UNITED STATES SIGNAL 00., INCL, OF LOUISVILLE, KENTUCKY PERIODIC CONTREL OF TRAFFIC SIGNALS Application filed September 10, 1928.- Serial No. 304,850.

My invention relates to the control of elec trically operated tratfic signals primarily intended for use at the intersections of two thoroughfares.

The main object of my invention is to provide a means wherein an electric car ap proaching the intersection will take control of the trafiic signal to favor the preferential movement of the car. In other Words, the trafiic will be displaying Stop and Proceed indications periodically until a car enters a selected proximity to the intersection, where in the periodic control of the trafiic signal indications will be interrupted to cause a prolonged display of a Proceed indication on the electric line and a red Stop indication for the intersecting traffic for a predetermined time. The purpose of such an arrangement is to permit 'a car to take control of the trafiic signal for the direct purpose of permitting a continuous movement of a car by eliminating the necessity of having the car make unnecessary stops at the intersection where the traffic signal is located. -The system is so arranged that an auxiliary time element cutout Will start to function the instant the desired proceed signal is displayed for the electric line traflic to interrupt the prolonged display of the said indication after, a predetermined time. The system is also arranged that the periodic'control and the time element out out will be restored as soon as the car passes the intersection.

Briefly it is the object of my invention to produce a trafiic signal system primarily in? tended to have a periodic display of its indications. but equipped with means automati cally controlled by the movement of a vehicle to prolong or control the display of a desired indication.

Applicants co-pending application 301,799 filed August 24, 1928 deals with a similar invention, however, a certain time element is omitted. Applicants co-pending application 429.622, filed February 19, 1930 is directed to the same general subject, however, the method of including the time element device IS difierent.

My invention resides in a new and novel combination, the construction and relation of various electrically operated switches, circuits and other parts hereinafter more fully described and disclosed in the drawing.

In the drawing accompanying my specification:

Fig. 1 is a schematic drawing disclosing the electrical operation of my system.

y invention is intended primarily to be controlled by cars that are operated by means of an overhead trolley wheel or current collector' W1 mounted on a car bymeans of a trolley pole, although it may be controlled by vehicles which are operated by other metho s.

In the system shown in Fig. 1, the letter D represents a trolley wire or conductor. Positioned adjacent the trolley wire or conductor D are trolley contactors 3A and 5A, whlch are normally insulated therefrom, but are electrically connected thereto when the current collector W1 engages the trolley eontactors 3A and 5A respectively. The trolley contactor 3A is mounted on the trolley wire D and placed within a selected proximity on the approach side of the intersection represented in the drawing by N, E, S, W. Contactor 5A is mounted on the trolley Wire D, on the far side of the intersection. At the intersection the letters TS represent a traflic signal for periodically displaying stop, caution and proceed indications for the W, E electric line traflic and the intersecting N, S trafiic.

I also employ an electrically operated relay R provided with two operating coils A and C, and each is energized to effect an operation of the contact plunger P when a car passes under the trolley contactors 3A or 5A. The plunger P of relay R is equipped with a contact ring A2 that normally engages contacts 46 and 49 and is brought into this po sition by the energization of the coil C. When the coil A is energized the contact plunger P is shifted and contact ring A2 is brought into contact engagement with contacts 18 and 21 and out of contact engagement with contacts a6 and 49.

I also employ in my system an auxiliary retarded-pickup time element cutout relay T, that is influenced by the circuits established by the motor driven time element device controlling the periodical display of the stop, caution and proceed signals. The purpose of this relay is to interrupt the prolonged control of the green signal for the W, E electric line traffic, and the red indication for the N, S intersecting traffic after a. predetermined time, to cause a display of the green indication for the intersecting N, S traffic and a red indication for the IV, E electric line traffic, should a car or number of cars, following closely, continue to prolong the display of the said green W, E electric line trafiic. The circuits are so arranged that aft-er the time element cutout relay T functions to produce the latter described reversal of indications, that a following car can not cause a continued prolongation of the green 'W, E electric line trafiic indication until after the motor driven time element device controlling the display of the traffic signal indications causes a subsequent display of this indication. The auxiliary retarded-pickup time element relay T is equipped with an operating coil L and a means for retarding the pickup of the relay represented by T1. The retarded-pickup time factor of the time element relay T may beproduced by many well known constructive principles of the art, primarily through the use of an oil dash pot arrangement, or an air diaphragm arrangement, or by an arrangement of a gear reduction. The operating coil L of relay T controls the contact bar A1 that makes contact engagement with back contacts and 71 when the coil L is deenergized, and makes contact engagement with the front contacts 72 and 1O when the coil L is energized. This relay is so arranged and designed that the time interval will continue to operate as long as the current is being applied to the operating coil L, will automatically restore itself to a normal starting position as soon as the current is removed from it.

I also employ in this system a motor driven time element device for controlling the circuits of the periodical display of the Stop, Caution and Proceed signals. The letter M represents a single phase alternating current induction motor and is equipped with a constant, potential field coil H and controlling field coils J and ,K. The motor M is equipped with a copper or aluminum disk 87, and the principal of the operation of such a motor is well known to those skilled in the art. The

magnetic fields produced by the constant potential and controlling field coils combine to form a rotating field; that is, the relation of these two fields for a complete cycle of onequarter periods of the same, is approximately a ninety degree lag of one over the other. This continuous motion of the field induces eddy currents in the aluminum or copper disk 87, which react to produce a rotation in the same manner as in the rotor of an induction motor. Since the rotation produced by the rotary field is a combination of the constant potential and controlling fields, it can be readily seen that the removal or reversal of one of the fields, namely the controlling field, would stop the disc or cause the disc to run in a reversed direction. In the system herein described and disclosed, I take advantage of this feature which plays an important part in the advancement of this art. It is well known to those skilled in the art, that while the motor M is in a running condition, if the coil terminals of the controlling field coils J and K were short circuited, the collapsing of the controlling field and the rising of the con stant potential field would react in such a manner as to retard and practically instantly stop the rotation of the disc, and as the coils of the controlling field J and K are short circuited, they would act as a shading coil and their field and the constant potential field would react in such a manner as to produce a reversal in the former direction of the disc. The disc 87 drives the controller cam segments 14., 15. 16 and 17 through the shaft 88. lVith reference to the drawing, it can be clear ly seen how the rotation of the cam segments in the direction of the arrow 73 produced a subsequent opening and closing of the vari ous contacts controlling the circuits of the signal indications, and do not believe that a further explanation of how this is accomplished is necessary at this point, but will take care of it more completely in a further detailed description.

The dotted outline Figure TS is a symbolic representation of a traffic signal, housing three decks of signal indications displaying in four directions. In the upper deck, the red lenses 75 and 76 that face N and S on the intersection, and the green lenses 77 and 78 that face W and E on the electric line, have a common light source represented by L1. In the center deck, the four lenses 79, 80, 81 and 82 display an amber or caution indication and each is provided with an independent light source, lens 79 that faces the N intersecting traffic having a light source represented by L3, lens 80 facing the S intersecting trafiic having a light source represented by L5, lens 81 facing the E electric line traffic having a light source represented by L4, and the lens 82 facing the IV electric line traffic having a light source represented by L6. These indications, however, are not displayed simultaneously, but are displayed .at intervals tn will be more clearly described in a later de scription. In the lower deck, the green lenses 83 and 84 that face N and S on the intersection and the red lenses 85 and 86 that face 1V and E on the electric line, have a common light sourse represented by L2. For clarity of the description, each of the three decks are shown in a plan view, and this must be taken into consideration when the signal system is described so that the signal indications will be given for their proper directions.

The indications of the traffic signal are normally displaying periodically; that is, each signal indicat on displays a certain predetermined time beforethe display of an' other signal indication occurs, all of which occurs in a definite sequence of a predeter mined cycle. Starting for instance at an arbitrarily selected period of the cycle, we have a display ofa green signal in both directions for the W and E electric line traffic and a displayal of the red indication in both directions for the N and S intersecting trafiic, the circuit for these indications being completed from the positive side of the l'ne BX, through wire 3, wire 7, wire 8, contact arm 18 of the motor driven time element, contact '19 of the contact arm 18, contact 26 of the stationary contact arm 30, through the stationary contact arm 30, wire 31, wire 36 to the signal lamp L1, which is a common light source for the four indications, wire 37, wire 64, wire 34, wire 35 to the common return of the line OX. lVith reference to the drawing, it will be seen that these indications will continue to display until the cam segment 14 permits the contact arm 18 to disengage the contacts 19 and 26, which is, for one half of the total cycle. It will also be noted, that just as the cam segment 14 nears the end of its period, the cam 15 embraces the contact arm 20 of the motor driven time element, and causes contacts 23 and 28 to be brought into contact engagement, resulting in the displayal of a caution or short interval indication to warn the moving electric l ne traffic that a change is about to be made in the signal indications. It will be well to note that this indication is not given to all four sets of traffic, but to the traflic that is in mot on only, and is given with the green proceed electric line signal indicating. The circuit for the caution signal for the moving, W, E electric line traiiic being completed from the positive side of the l ne BX, through wire 3, wire 4, wire 9, wire 10, contact arm 20 of the motor driven time element. contact 21 of contact arm 20, contact 27 of the stationary contact arm 38, wire 68, wire 43, contact 7 0, which is a back contact of the relay '1, through the bridging bar A1 of relay T, through the contact 71 which is a back contact of relay T, wire 44, wire 45, contact 46 of relay B, through the contact ring A2 the plunger P of relay B, through the contact 49 of relay R, wire 50, wire 42, wire 54 to the lamp L6, which is a light source for the lens 82 facing the WV electric line traflic. It will also be noted that wire 42 connects two branch circuits, one connection to Wire 54 as described and the other wire 53 which feeds the light source for the lens facing the E electric line traflic. The circuit for this being completed from the wire 42, through wire 53 to the lamp L4 which is the light source for the lens 81 facing the E electric line traflic'. Both lamps L6 and L4 have a common connection to thecommon return through wire 55, feeding to wire 63, through wire 63, wire 64, wire 34, wire 35 to the com mon return of the line CX. Cams 14 and 15 dis-engage their respective contact arms simultaneously, and instant to this operation cam 17 embraces the contact arm 24 of the motor driven t me element, and causes contacts 25 and 29 to be brought into contact engagement. These operations resulted in the former described indications going to darkness and the displayal of a red indication for the W, E electric line trafiic and a green indication for the N, S intersecting traffic. It will be noted that the display of these indications resulted in the moving trafl'ic coming to a stop and the trafiic that was at a stop to be permitted to proceed. The circuit for the latter indication being completed from the positive side of the line BX, through wire 3, wire 7, wire 9, wire 11, wire 13, through the contact 24 of the motor driven time element, through contact 25 of contact arm 24, through the contact 29 of the stationary contact arm 60, through the stationary contact arm 60, wire 61, to the lamp L2 which is a common light source for the four indications, wire 62, Wire 63, wire 64, wire 34, wire 35 to the common return of the line OX. With reference to the drawing, it will be seen that these indications will continue to display until the cam segment 17 permits the contact arm 24 to disengage contacts 25 and 29, which is, as shown, one half of the total cycle. It will also be noted that just as the cam segment 17 nears the end of its period, the cam 16 embraces the contact arm 22 of the motor driven time element, causing the contacts 23 and 28 to be brought into contact engagement, resulting in a displayal of a caution or short interval indication to warn the moving intersecting traffic that a change is about to be made in the indications. It will be well to note that this indication is not given to all four sets of trailic, but to the trafiic that is in motion only, and is given with the green proceed signal indicating. The circuit for the caution indication for the moving N, S intersecting traflic being completed from the positive s de of the line BX through wire 3, wire 7, wire 9, wire 11, wire 12, through the contact arm 22 of the motor that wire 57 connects two branch circuits,

one connection to wire 59 as'des cribed and the other to wire 58, which feeds the light source for the lens facing the N intersecting trafiic. The circuit for this being completed from wire 57 to wire 58, through the wire 58 to the lamp L3 which is the light source for the lens 79 facing the N intersecting traffic. Both lamps L3 and L5 have a common connection to the common return through wire 55, feeding to wire 63, through wire 63, wire 64, wire 34, wire 35 to the common return of the line OX. Cams 16 and 17 disengaged their respective contact arms simultaneously and instant to this operation cam 14 embraces the contact arm 18 of the motor driven time element, and the signal indications are continuously displayed in the same manner as just described.

Vhen the current collector 1V1 engages the trolley contatcor 3A, the contactor will be electrically connected and of the same potential as the trolley wire, and the coil A of relay R will be energized and shift the plunger P of relay R, bringing the contact ring A2 into contact engagement with contacts 51 and 48 and out of contact engagement with contacts 46 and 49. The circuit for the energization of coil A being completed from the trolley wire D, through the current collector l/Vl, through the contact strip of the trolley contactor 3A, wire 65, coil A of relay R, wire 66 to the ground G. As soon as the current collector disengages the trolley contactor, the coil A of relay R will become deenergized, but the plunger P will remain in the shifted position. At this point it will be well to note the circuit of'the motor M of the motor driven time element device. The constant potential field coil H of the motor M is connected directly across the line, this circuit being completed from the positive side of the line BX, through wire 1, field coil H of motor M, wire 2 to the common return of the line CX. The controlling field coils J and K of the motor M a e connected in series, and in series with a resistor R1, and connected across the line. This circuit being completed from the positive side of the line BX, through Wire 3, wire 4, field coil J, field coil K, wire 5, resistance unit R1, wire 6 to the common return of the line CX. The shifting of the plunger P of relay R resulted in the opening of contacts 46 and 49 of relay R, that normally completed the caution signal circuit for the V, E electric line trafiic and closed contacts 51 and 48 through the contact ring A2. This operation did not affect the signal display,

however, unless the electric line caution indication was displaying, or not until the automatic motor driven time element passed through the necessary cycle to establish this circuit. After the automatic motor driven time element device passed through the neces-' sary cycle and encountered the display of the green proceed indication for the W, E electric line trailic and a displayal ofthe red stop indication for the N, S intersecting traffic, the signal indications continue to display under the influence of the automatic motor driven time element until the time for the display of the caution indication for the WV, E electric linetraific. As soon as the contacts closed, however, the caution signals were not displayed, as the circuit was opened through the opening of the contacts 46 and 49 of relay R as heretofore described, and the closure of this circuit, at the automatic motor driven time element, resulted in a short circuit of the controlling field coils J and K of the motor M, through the resistance unit R1, and the motor was stopped, that is, it continued to oscillate at this point, running forwards and backwards, opening and closing the contacts on the motor driven time element controlling this circuit. cuit was under the control of the cam 15 on the automatic motor driven time element, and was completed from the positive side of the line BX, through wire 3, wire 7 wire 9, wire 10, contact arm 20 of the motor driven time element, contact 21 of the contact arm 20, contact 27 of the stationary contact arm 38, through the stationary contact arm 38, wire 68, wire 43, back contact of relay R, through the contact bridging bar A1 of relay T, wire 44, wire 47, contact 48 of relay R, through the contact ring A2 on the plunger P of relay R, contact 51 of relay R, wire 52, resistance unit R1, wire 6, wire 35 to the common return of the line CX. The closure of contacts 21 and 27 of the motor driven time element, resulted in placing positive BX through wire 52 on the controlling field coil K, and as the other coil J, which is in series with the coil K, is constantly connected to the same source, through wires .4 and 3 no current will flowin the controlling field coil circuit, and as heretofore described, the motor reverses its direction as shown by the arrow 74. The reversing of the motors-direction resulted in an opening of the contacts 21 and 27 controlling the shunt circuit, permitting the motor to run forward until the contacts were again closed. It can be seen that this condition would continue as long as the shunt circuit was established in this manner and retain the display of the green signal for the E electric line traffic and a red Stop signal for the intersecting trafiic, however, as soon as it would be removed the motor would be permitted to run its normal direction as shown by the arrow 73. The

This cirpurpose of having the motor reverse its direction is, to always insure a complete dis play of the caution indication when the periodic control is restored. It can be seen that some time is involved in bringing the motor disc 74 to stop, and as this time is absorbed in the W, E electric line caution signal period, after the contacts controlling this circuit are closed, and since. the total time for this signal display is very short, it can be seen that any time subtracted from it, would be very noticeable, and since this time is variable would defeat its designated purpose. Therefore, by stopping and reversing the motor, as described and employed in this system, irrespective of where the motor is stopped or caused to be stopped by the application of the shunt under the control of the caution signal contacts, a full caution signal display will be rendered when the system is restored to its periodic control. Instant .to the initial display of the green proceed indication for the W, E electric line traffic and the red Stop indication for the N, S intersecting traflic acircuit was established through the operating coil L of the retarded pickup time element cutout relay T, wherein the time element factor of the relay T was started irrespective of the operation of the relay R. The circuit for the energization of the coil L of relay T was established through the closure of the contacts 19 and 26 controlling the latter described indications, feeding from the positive side of the line BX, through wire 3, wire 7, wire 8, contact arm 18 of the motor driven time element, contact 19 of the contact arm 18, contact 26 of the stationary contact arm 30, through the stationary contact arm 30, wire 31, wire 32, coil L of relay T, wire 33, wire 34, wire 35 to the common return of the line CX. The time element factor ofrelay T is adjusted for a time greater than the normal period of the green electric line indication and equal to the maximum time that this indication is preferred to be prolonged, to favor the movement of the V, E electric line traflic. It can be readily noted that since the time factor of relay T is greater than the normal period of the green electric line indication, that in normal operation it would not affect its contact bridging bar A1, as the relay would not be given enough time to permit a complete operation of the same, but, if the motor M was stopped to prolong the said indication for a time great enough to permit an operation of the time factor of the relay T, the contact bridging bar would be caused to disengage its respective back contacts 7 O and 71, and come into contact engagement with its respective front contacts 40 and 72. The disengagement of the contact bar A1 and the contacts and 71 of relay T resulted in the opening of the shunt circuit for the controlling field coils J and K of the motor M that was completed through these contacts as heretofore described, and the engagement of the contact bridging bar A1 with its respective front contacts close the circuit for the display of the caution electric line indication irrespective of the position of the plunger P of relay R. The circuit for the caution electric line indication being completed from the positiye side of the line BX, through wire 3, Wire 7, wire 9, wire 10, through contact arm 20 of the motor driven time element, contact 21 of contact arm 20, contact 27 of the stationary contact arm 38, through the stationary contact arm 38, Wire 68, wire 39, through front contact 72 of relay T, through the contact bridging bar A1, through the front contact 40 of relay T, wire 41, Wire 42, and the caution signal indication for the W, E electric line indication was displayed in the same manner as was described under the normal operation of the periodic signal display. The removal of the shunt circuit on the controlling field coils J and K of the motor M and the establishing of the \V, E electric line caution indication through the operation of the retarded pickup time element relay T resulted in permitting the motor M to control its respective cams as heretofore described, wherein the cams 14 and 15 disengaged their respective contact arms, and the cam 17 embraced its respective contact arm. This operation resulted in the former described prolonged indications going to darkness and the display of the red W, E electric line indication and a green indication for the intersecting N, S traffic in the same manner as was described for the normal operation of the periodic control, however, if the plunger P of relay R remained in its shifted position when the motor driven time element encountered a subsequent display of the green N, E electric line indication, the indication Would again be prolonged in the same manner as heretofore described. This condition would continue until the plunger P of the relay R was restored to its normal position through the energization of the coil C.

After the traveling current collector V1 travels its course, it passes the intersection N, S, W, E and comes into contact engagement with the trolley contactor 5A mounted on the trolley wire I). The contact engagement of the current collector W1, and the trolley contactor resulted in a circuit being completed from the trolley wire D, through the current collector \Vl, through the contact strip of trolley contactor 5A, wire 67, coil C of relay R, wire 69 to ground G and the coil C was energized and the plunger P of relay R was shifted. The movement of the plungor P of relay R removed the contact engagement of the contact ring A2 of relay R with contacts 46 and 49. and brought it into contact engagement with contacts 48 and 51.

trol of the signal indications. If the current collector caused the energization of the coil C of relay R during the time of the prolonged eriod, the shifting of the plunger P of relay It would result in the establishment of the W, E electric line caution indication as heretofore described. The circuit being completed from the positive side of the line BX,

through wire 3, wire 7 wire 9, wire 10, contact arm 20 of the motor driven time element, contact 21 of the contact arm 20, contact 27 of the stationary contact arm 38, through the stationary contact arm 38, wire 68, wire 43, back contact 7 O of relay T, contact bridging bar A1 of relay T, back contact 71 of relay T, wire 44, wire 45, contact 46 of relay B, through the contact ring A2 on the plunger P of relay B, through the contact 49 of relay R, wire 50, wire 42, wire 54 to the lamp L6, also through the wire 53 to lamp L4, through wire 55, wire 63, wire 64, wire 34, wire 35 to the common return of the line UK. The restoring of the plunger P of relay R to its normal position resulted in the system being restored to the normal; that is, the signal indications would be displayed periodically as heretofore described until a following car would take control of the automatic motor driven time element to prolong the green proceed indication for its course of travel, until it passed the intersection.

It would be well to note that in this system the periodic control of the signal indications are disturbed only when the running time from the contact 3A to trolley contactor 5A is greater than the period of the proceed signal for the W, E electric line traflic, or dependent upon what time of the display the car entered the section. In any condition the car will take control of the signal for an added time necessary to permit its passage over the intersection, wherein thesignal will immediately display an amber caution indication and then display a red stop indication for the V, E electric line traflic and a green proceed indication for the N, S intersecting trafiic under the influence of the automatic motor driven time element.

- It is obvious to those skilled in the art that although the system shown and described in the drawing and specification is on a single track electric line, that the system is also operable on a double track electric line.

There are, of course, modifications and arrangements of the parts and circuits which may be made from that shown in the above disclosure and which will still fall within the scope of my invention.

I claim v 1. A right-of-way indicating device for intersecting main and cross thoroughfares; controller means for normally periodically shifting the right-of-way indication from one thoroughfare to the other; means to arrest the operation of the controller so as to maintain the right-of-way indication on the main thoroughfare; and means including a vehicular operated device on the main thoroughfare to operate the controller arresting means to maintain the right-of-Way indication on the main thoroughfare; and means operable a predetermined time after the said arresting means has functioned to reestablish the periodic control of the indication by the said controller.

, 2. In a traflic signal system arranged at the intersection of a main highway and a crossroad for regulating trafiic, said system comprising a plurality of signal circuits, one circuit including a signal to indicate stop and another to indicate go, a time control selective switch means normally associated with said circuits for alternately opening and closing same cyclically, vehicular actuated .means for rendering the said time control selective switch means temporarily inactive and to retain said go signal for the main highway, and a secondtime control switch means operable a predetermined time after said selective switch has been rendered inactive to destroy the eflicacy of the said vehicle actuated means for one complete cycle.

3. In a traflic signaling system arranged at the intersection of a main highway and a crossroad for regulating traffic, said system comprising a plurality of signal circuits, one circuit including a signal to indicate stop and another to indicate go, selective switching means normally associated therewith to alternately open and close the said circuits, normally active time control means for moving the said selective switching means through successiveecycles, vehicular actuated means for rendering the said time control means temporarily inactive and to retain the said go signal for the main highway, and means operable a predetermined time after said selective switch has been rendered inactive to destroy the eflicacy of the said vehicle actuated means for one complete cycle, and a second vehicular actuated means for restoring the said selective switching means to its normally active condition.

4. In a traflic signaling system arranged at the intersection of a main highway and a crossroad for regulating traffic, the system comprising a plurality of signal circuits, one

circuit including a stop signal and another control of the said selective switch means and to retain the said main highway go signal energized, and a second time controlled switch means operable a predetermined time after the said main highway go signal is energized to destroy the efficacy of the said vehicle actuated means. I

5. In a traffic signaling system arranged at the intersection of a main highway and a crossroad .for regulating traffic, the system comprising a plurality of signal circuits, one circuit including a stop signal and another including a go signal, a normally active time controlled selective switch means included in the said circuits for alternately opening and closing same cyclically, means actuated by a vehicle approaching the intersection ,on the main highway to arrest the control of the said selective switch ineans and to retain the said main highway go signal energized, and a second time controlled switch means operable a predetermined time after the said main hi hwa o si nal is enerb .V g g A gized to destroy cle actuated means, a second vehicle actuated device and means operated by the said second device to restore the said system and time controlled switch to their normal active conditions.

G. A right-of-way indicating device for intersecting main and .cross thoroughfares; controller means for shifting the right-of-way indication from one thoroughfare to the other; means to arrest the. operation of the controller so as to maintain the right-of-way indication on the main thoroughfare; and means including a vehicular operated device on the main thor-' oughfare to operate the controller arresting means to maintain the right of way indication on the main thoroughfare; and means operable a predetermined time after the said arresting means has functioned to re-establish the periodic control of the indication by the said controller, and means including a second vehicular operated device on the main thoroughfare to restore the controller. arresting means to normal and re-establish the periodic control of the indications by the said controller to normal, and a second time control switch means operable with the arresting of the said controller means to destroy the eflicacy of the said controller arresting means for one complete cycle.

7. A traffic signaling system for regulating' traffic oninterfering traffic lanes, said system comprising aright-of-way signal circuit for one lane, a signal circuit for the interfering lane, a normally active time control switch means including in the said circuit for alternately opening) and closing same cyclically, means actuated y a vehicle in the the efficacy of the saidvehi normally periodically I first said lane to arrest the control of the said selective'switch-means and to retain the right-of-Way signal circuit of the last mentioned traffic lane energized, and a second time control switch means operable a predetermined time after the said arresting means has functioned to re-establish the cyclic control of the said circuits by the said selective switch means, and a second means operable by the said vehicle in the last mentioned trafiic lane to destroy the efficacy of the first said vehicular actuated means.

8. A traffic signaling system for regulating traffic on interfering. traflic lanes, said system comprising a plurality of signal circuits, one circuit including a signal to indi-' cate stop and another to indicate go, a time controlled selective switch means normally associated with said circuits for alters nately opening and closing same cyclically, vehicular. actuated means in one of the said traffic lanes for rendering the said time controlled selective switch means temporarily inactive and to retain the said go signal for the last mentioned traffic lane, and a second time control switch means operable a predetermined time after said selective switch has been rendered inactive to destroy the efficacy of the said vehicular actuated means for one complete cycle, a second vehicle actuated device and means operated by the said second device to restore the said system and time controlled switch to their normal active conditions.

9. A right-of-way indicating device for interfering traffic lanes, controller means for normally periodically shifting the right-of- Way indication from one traffic lane to the other; means to arrest the operation of the controller so as to maintain the right-of-way indication on one of the said traffic lanes; and means including a vehicular operated device on the last mentioned traffic lane to operate the controller arresting means to maintain the right-of-way indication on the last said traffic lane; and means operable a predetermined time after the said arresting means has functioned to re-establish the periodic control of the indication by the said controller, and means including a second vehicular operating device on the last mentioned traflic lane to restore the controller arresting tain the right-of-Way indication on the last mentioned traflic lane; and means operable a predetermined time after the said arresting means has functioned to re-establish the periodic control of the indication by the said controller for one complete cycle, and means including a second vehicular operated device on the last named trafiic lane to restore the controller arresting means to normal and re-establish the periodic control of the indications by the said controller to normal.

In testimony whereof I afiix my signature.

FRANK H. RICHTERKESSING. 

